Uniquely, the car acts as a pure EV for all intents and purposes, but once its range – EPA-rated at 53 miles combined – runs out, it morphs into a 42 mpg hybrid able to be fueled at any gas pump.

If you really did not want to, you could even choose not to plug it in. That of course would defeat the purpose, but the idea is it’s intended to be a flexible and user-friendly car, and that it is.

Now in its seventh model year, the original “extended range electric vehicle” (EREV) and still only in its class, the Volt’s electric range towers above that of “blended” plug-in hybrids electric vehicles (PHEVs) that mimic its formula albeit with only about half the Volt’s EV range at best.

Electric range is the primary reason why anyone would buy a plug-in hybrid in the first place. Compared to the Volt’s 53 miles, blended plug-in hybrids like the Ford Fusion Energi, C-Max Energi, Hyundai Sonata PHEV, Kia Optima PHEV, are really not in the same league. They are actually converted variants of conventional models, whereas the Volt is purpose made to be what it is.

It’s an odd trade-off though, because those midsized cars are more akin to one another in interior volume and electric range – 22 miles for the Fords, and 27 miles for the Kia and Hyundai – and so again, the compact Volt is in a class of one.

How so? It is not a blended plug-in hybrid, it is an EREV. Why does that matter? This is not an argument over semantics. People have bandied terms, and we take no stand other than to say the Volt is the only one that stays in EV mode all the way to top speed – 98 mph – and the gas engine stays off.

On the other hand, if one were to take any of the other blended PHEVs out for a drive and stomp on the go pedal do you know what happens? The gas engine kicks on.

What happens when you stomp on the accelerator with a Volt on its way to its claimed 8.4 second 0-60 speed in EV mode? The doubly sized battery digs deeper, and the car is able to stay in EV mode for full speed acceleration runs with zero emissions, and engine off.

Sure the others claim 0-60 in a 7-point something range, but they need gas to do it. In EV mode, a Fusion Energi is otherwise neck and neck with a Ford Pinto at 15 seconds.

Do you know what that means? Functionally, the Volt really is an electric car with extended range!

They say imitation is the sincerest form of flattery. To date, there are only imitators, and even the first-gen Volt’s 35-38 miles EV range is unmatched by blended competitors. The Volt is also the first plug-in car be fully revised.

It’s the only one that is quite like it though an odd exception also hard to pigeonhole is the BMW i3 REx. This EV is equipped with only a 2.4-gallon gas tank, and is speed and power limited in range-extended mode, especially up hills and on highways. All the others mentioned are as capable in gas or electrified mode, with zero drivability compromises, and as coast-to-coast capable as any conventional car.

Of them all, the Volt is the one most able to offer pure EV driving akin to that of a Nissan Leaf, BMW i3 BEV, Kia Soul EV, Tesla, etc.

The Volt can thus be just as much an EV as these dedicated all-electric EVs, and that’s good news for those wishing to curb petroleum and emissions. The U.S. Energy Department says more than 74 percent of drivers can meet their average driving needs with even less than the range the updated Volt provides. The Volt does something even the all-electric EVs don’t, however, in that while it’s an EV when you want it, it’s a hybrid when you need it.

What’s also neat for the wallet is it’s eligible for the same $7,500 federal tax credit full EVs get. This is more than the blended PHEVs are eligible for, as it’s pegged to battery size, and in cases where state incentives are available, the Volt edges them there too.

Obviously the Volt comes with its own set of pros and cons besides. It is its own uniquely styled car, and there’s more to buying a car than energy efficiency, but for folks looking for a bridge between gas and electric, this may be the best thing going.

Amazingly, no one has quite copied the formula. Amazingly also, there are a gazillion people out there who still don’t get this simple fact and pass it up in the showroom – though it is America’s best seller for what that’s worth in this yet-sub market.

Some say the Volt has had a blind spot hanging over it since originally introduced in 2011, with no thanks to all sorts of confusion and politics, rendering it essentially invisible to many buyers.

Whatever the reason, this review focuses on points we think have been somehow overlooked by many consumers – not just the “fans” and those who already “get it.”

Styling

Lots of people have said lots of things about the Volt, but most people we speak to think it looks handsome enough.

It does however have more than a passing resemblance to a much-cheaper Cruze. And, from some angles you see a hint of Honda, a pinch of Kia, and a dash of generic car du jour thrown in – and the car has “braces,” as in the silver grille.

On the plus side the car is like an arrow through the air, with sleek coefficient of drag to save energy. It also otherwise blends in like any new normal car, and does not stand out like a science oddity with frog eyes, or weird proportions, screaming look at me, I’m green.

Nope, no holier-than-thou design language expressed or implied there, and that was purely intentional by Chevrolet whose marketers have struggled to position the competent car GM’s engineers have built.

The goal was “mainstream,” and it is inside as well, with Chevrolet family design coupled with functionality, and relative comfort.

The new car has less of a blind spot from the A-pillar than on gen one, and the back seat space is 0.6 inches longer in legroom, 0.2 inches less on head room.

Shoppers will definitely want to sit back there and play with the front seat adjustment fore and aft to see if the tighter back seat is going to work for them.

Tech Talk

You don’t need to know how a car works to know if it works. Nor do you need to know how a car works in order to benefit from it.

Some of the engineering leading to the Volt has been confusing for some people. Others also have questioned whether hybrids are over-complicated and therefore potential maintenance nightmares.

Actually normal maintenance items like brakes tend to go longer due to regenerative braking which uses the motor-generator instead of friction pads, calipers, and rotors as often. Also oil changes can be fewer and farther between, assuming EV usage, with engine off for a proportion of it operation.

To date, the Volt’s reliability record has been relatively good, and its battery has had a superlative record. One driver has even done over 100,000 EV miles since 2012 – 300,000 in total – and reports zero battery charge holding loss – though we imagine there are counter examples out there too.

Realistically, it is expected to lose some range over time, but the Volt’s liquid cooled battery has proven robust.

Driving the car is a new all-aluminum engine and drive unit.

Drive unit.

For 2016, the drive unit is 100-pounds lighter, and shed rare earth magnets in the smaller of its two motors and reduced them by 40 percent in the larger. It delivers more torque at 298 pounds-feet over the former 273, and the same 149 horsepower (111 kilowatts).

Inside the drive unit now are two connected planetary gearsets. One motor is 117 horsepower (87 kilowatts), the other is 64 horsepower (48 kilowatts). They are connected by a sophisticated traction power inverter module (TPIM) and merged with a new all-aluminum 1.5-liter Ecotec engine. It features direct injection, 12.5:1 compression ratio, cooled exhaust gas recirculation and a variable displacement oil pump, and is rated for 101 horsepower at 5,600 rpm.

The EPA rates it for 57 all-electric miles in the city, and 49 all-electric miles highway. Efficiency has also been improved in gas operation to 43 mpg city, 42 mpg highway, 42 mpg combined on regular gas from a former 37 mpg combined on premium, and “miles per gallon equivalent” (MPGe) is 113 city, 99 highway, 106 combined.

The 243-pound lighter, 3,543-pound 2016 Volt can accelerate from 0-30 mph in 2.6 seconds – within realm of what a 60-kwh Tesla Model S can do, give or take a tenth of a second. Zero-to-60 mph is estimated at 8.4 seconds.

From its inception, the new drive unit was also designed to enable GM to spin off hybrids – or plug-in hybrids – at will, and the 2016 Malibu Hybrid was co-developed with a similar drive unit, but only 1.5-kwh battery, and no plug.

Power for the Volt is supplied by a new 18.4-kilowatt-hour lithium-ion battery replacing the former 17.1. Fewer and larger LG Chem cells are used, and the T-pack sheds 20 pounds.

When the battery is depleted – actually when the computer tells it to stop delivering power after about 14.0 kWh used – the gas engine kicks on. This is about 76 percent usable power of the nominal 18.4 total kilowatts, and GM upped it from about 65 percent of the battery used on gen-one.

Recharging takes about 4.5 hours on 240-volt level two power, or 13 hours for 120-volt house current. Many Volt owners don’t opt for level two, but some do. Some also wanted a bigger on-board charger, and it is, 3.6-kw instead of 3.3 which makes charge times comparable when charging at 240 volts. But not available is a 6.6-kw charger as some requested. This would have enabled quicker recharging, and some said they’d have paid extra for it, but this is one of the cost-reducing compromises GM settled upon.

Living With the Volt

We already gave away a lot on the Volt’s main benefit up top, but in sum that is what you are looking at: The distinguishing characteristic that puts the Volt in a class of one is the ability to play EV for 53 EPA rated miles, then run as a hybrid.

Can the EV range go lower? Yes, in cold, expect a range drop because batteries like people prefer balmy temperatures. What’s more, its electric heating takes much more energy than A/C and can reduce range by one-third or even half in the worst winter conditions.

And, there’s an annoying characteristic below freezing that is only partially adjustable called “engine running due to temperature.” All plug-in hybrids have it, and it basically means the engine must come on at freezing temperatures to provide more heat.

As for summer operation, the Volt we had for a couple weeks was good for its 53 miles combined as rated, and could get a few extra if driven slower. As with a conventional car, efficiency depends on the driver, and conditions.

On the highway, we got 44 miles after going 8 miles in suburban traffic, and the remainder in cruise control at 70 mph on the Pennsylvania turnpike. Slowing for traffic or passing a few times was involved. Other tests would make it reasonable to expect over 40, and the EPA’s rated 49 EV miles is attainable at lower highway speeds as well.

Around bends, the car also shows they did not check fun at the door when making one of the lowest potential emissions cars available.

Braking action also is predictable and regenerative braking can be modulated to feed range into the battery. Several times we saw a regular drive of 9.4 miles use only 4-5 miles indicated range given all the regeneration, and use of the regen paddle on the left back side of the steering wheel instead of the foot brake.

Use of the foot brake of course will also generate regenerative energy, as will shifting into L which increases regen upon decel. Between the techniques, we found the convenience of the regen paddle useful, and the kilowatt indicator seemed to show more-rapid increase of kW energy being returned to the battery with use of the paddle. Different combinations of regen paddle – Low and footbrake can achieve overlapping range-increasing results however.

Overall, the Volt is all-day comfortable with its plethora of expected infotainment, Nav, adjustable heated – but not ventilated or electrically operated – seats and considerable leg room up front.

Utility wise, it’s a hatch disguised sort of like a sedan; not as spacious as a midsized Toyota Prius, but OK.

Is the Volt A Good Choice?

A full analysis could pore over more details than covered here, but we’ve provided a few to get started.

The Volt is a compact family car with the usual limitations space-wise. It is probably best for one or two people day to day, or those with kids or people of shorter stature if speaking of who will spend time in the back seat.

Once more frequently touted as a means to amplify fuel savings, carpooling with the Volt is feasible, but your back seat riders better be OK with the space. The lens view in our video does not fully show it can be more cramped back there than it looks. Here is where bigger cars mentioned will edge it out.

Closer comparisons can also be done with tools by the U.S. EPA’s fueleconomy.gov which lets one look at mpg, electricity usage efficiency, electric range, and emissions – tailpipe and upstream on an idealized national average or by zip code basis.

Price for the LT starts at $34,095 including destination fee. An upscale Premier trim starts at $38,445.

Eligible for a full $7,500 federal tax credit – a couple thousand more than the PHEVs – and state subsidies where applicable, its total cost of ownership can prove amazingly good. Considering non-plug-in hybrids don’t get any subsidies now, the Volt can be competitive even with the household-name Prius.

The Premier in Siren Red tint coat we drove included two $495 advanced safety packages, a $495 Chevy MyLink w/Nav radio, and bottom line was $40,325.

Further, though Chevy salesmen have been known to steer people to the easier to sell Cruze, Edmunds True Cost To Own calculator has shown compelling numbers. 2017 data is yet unavailable, but a last-gen 2015 model priced at $32,500 after dealer discounts could earn back the difference and then save an average driver in Southern California $6,000 in five years compared to a $21,400 Chevy Cruze. And now, the new one is better.

Obviously the Volt will not work for everyone, and even its biggest supporters have said it is a shame GM has chosen not to proliferate larger sedan, crossover, SUV and other models using its “Voltec” architecture.

]]>http://www.hybridcars.com/2017-chevy-volt-review-video/feed/05 Cool Things About Plug-in Hybrids Many People Don’t Think Abouthttp://www.hybridcars.com/5-cool-things-about-plug-in-hybrids-many-people-dont-think-about/
http://www.hybridcars.com/5-cool-things-about-plug-in-hybrids-many-people-dont-think-about/#commentsWed, 03 Aug 2016 02:33:27 +0000http://www.hybridcars.com/?p=473785Some people have had a hard time getting their minds wrapped around the notion of plug-in hybrids, but one way to think of them is like a hybrid on steroids. A non-plug-in hybrid, such as a Toyota Prius, always needs gas and its electric motor drive is only a part-time helper. A plug-in hybrid however […]

]]>Some people have had a hard time getting their minds wrapped around the notion of plug-in hybrids, but one way to think of them is like a hybrid on steroids.

A non-plug-in hybrid, such as a Toyota Prius, always needs gas and its electric motor drive is only a part-time helper. A plug-in hybrid however is a hybrid with a larger battery enabling a certain distance of pure electric driving.

Cheap gas has diverted some consumers’ attention from PHEVs, but since they offer the “best of both worlds” between hybrids and EVs, maybe more people would be well served to take a closer look? Shown: BMW i3 – available in battery electric and 72-mile e-range REx version. Just 150 miles total range and reduced power in REx mode mean this is a unique alternative to full-powered, long-range “blended” PHEVs and the extended-range Volt.

Put another way: A plug-in hybrid electric vehicle (PHEV) is a part-time EV, part-time hybrid. The EV aspect depends on the plug-in hybrid’s all-electric range which is a function of battery size in kilowatt-hours.

While EPA-rated electric range can be as low as 11 miles (for the 2012-2015 Prius PHV) to as high as 53 miles (for the 2016/17 extended-range electric Chevy Volt) – or 72 miles for the extended-range EV i3 REx – those gas-free miles add up to significant environmental and fuel savings.

Today there are a baker’s dozen plug-in hybrids (13) for sale in the U.S., and more are pending as automakers the world over have said they’ll be introducing PHEVs to help them meet mpg and CO2 regulations.

While not a comprehensive list, following are five advantages a majority of U.S. consumers might not normally think much about.

Convenience

A plug-in hybrid runs on gas or electricity. Yes, you do need to charge its battery as mentioned – typically at home, if not also intra day, or en route – but if you do not, the gas engine will move the car just fine in normal hybrid mode.

According to advocate Mark Renburke, of Drive Electric Cars New England, PHEVs are great because drivers do not have to wait for the vehicle to charge, as they would with a battery electric vehicle. They are not tethered to electricity but have flexibility to use it and work their schedule around it on their own terms.

On longer trips also, one does not need to forego use of the PHEV as would be the case with most non-Tesla EVs with less than 100-miles usable range. This means also the PHEV can be like a pure EV day to day, and your one and only car that works when you want to travel farther.

100-Percent Battery Usage

All battery electric cars, even Teslas, are limited in how much battery range they may use, and a “buffer” must be kept to get you to your next charge point.

That is, if you have 106 miles range with a pure EV, can you use all 106 miles? Not unless a tow truck driver is your friend.

This is not the case with PHEVs which may use 100 percent of their usable energy every time without fear of being stranded. Cars like the Chevy Volt have actually been shown to accomplish more daily EV miles than pure EVs like the 84-mile 2013-2015 Nissan Leaf.

Pending sub-$40,000 battery electric cars with 200-plus mile range like the Chevy Bolt, next Nissan Leaf, and Tesla Model 3 stand to shift this advantage to some degree, but zero range anxiety for PHEVs while using the battery to the max is still considered a plus.

Satisfying Drive Experience

PHEVs drive and handle like normal cars with good torque off the line thanks to their electric motors. In EV mode they are as quiet as pure EVs as they are essentially operating just the same with the gas engine off.

Some have said they are a gateway to EVs because the smooth drive can be addicting. At least true is they give more of the electric drive experience than a regular hybrid can. Hybrids may also be somewhat quiet, but harder acceleration with the gas engine does not make music to the ears of many a car enthusiast.

If hybrids are a “bridge” technology on the way to pure electric cars, PHEVs are further along as a bridge offering more of the EV experience without some of the drawbacks.

Obviously it is a trade-off of pros and cons, but many people who’ve actually bought PHEVs do appreciate the compromise of electric when wanted, gas when needed.

Subsidy Eligible

Think: Free money! Or sort of, as the case may be. At least true is just as the case for EVs also, it’s a good time to consider a PHEV as subsidies and incentives are being offered to foster sales and begin the market.

These include the federal government’s one-time tax credit offer from $2,500-$7,500 depending on battery size – the larger the battery, the more the credit. And, states also on a case-by-case basis also may offer incentives as well.

PHEVs do tend to cost more than regular hybrids but depending on your energy costs – if not using on-site solar or other renewable energy which is a natural fit – the total value equation can work out.

]]>http://www.hybridcars.com/5-cool-things-about-plug-in-hybrids-many-people-dont-think-about/feed/0Ford To Invest $4.5 Billion Into Electrified Vehicle Developmenthttp://www.hybridcars.com/ford-to-invest-4-5-billion-into-electrified-vehicle-development/
http://www.hybridcars.com/ford-to-invest-4-5-billion-into-electrified-vehicle-development/#commentsFri, 11 Dec 2015 14:56:45 +0000http://www.hybridcars.com/?p=377458Yesterday Ford said it will invest $4.5 billion for electrified vehicle technologies in plans that include bringing 13 new electrified cars to market by 2020. At a press conference held at its Dearborn, Mich. headquarters, Ford CEO Mark Fields reaffirmed the auto giant’s commitment to electrified vehicles as he discussed plans to electrify over 40 […]

]]>Yesterday Ford said it will invest $4.5 billion for electrified vehicle technologies in plans that include bringing 13 new electrified cars to market by 2020.

At a press conference held at its Dearborn, Mich. headquarters, Ford CEO Mark Fields reaffirmed the auto giant’s commitment to electrified vehicles as he discussed plans to electrify over 40 percent of its vehicle lineup within the next five years.

“Overall, electrification is going to play an important role in our future,” Fields said. “It’s not going away, at all, and we’re actually embracing it because, from a customer standpoint, we think that’s the thing they’re going to want.”

Ford’ will start with the 2017 Ford Focus Electric revised with a range bump to 100 miles, which will go on sale late next year. The revamped Focus Electric will come equipped with DC fast charging capability, allowing it to replenish 80 percent of its battery charge in 30 minutes.

Ford officials also teased a covered model of its next-generation Fusion plug-in hybrid, scheduled to be unveiled at the North American International Auto Show in Detroit next month.

The Fusion and its C-Max sibling are available in both regular hybrid and plug-in hybrid “Energi” variants. The 19-mile EV range Fusion Energi has been usurped for its second-highest electric range title by the pending 2016 Hyundai Sonata PHEV, so eyes will be on whether a range increase is included for Ford’s family plug-in sedan.

Year-to-date sales of Ford’s Focus, and two Energis has totaled over 17,000 units through November. This is relatively OK at this stage, but Ford’s present plug-in offerings compare to top sellers – themselves down year over year as well – like the Chevy Volt with 13,279 sold, and Nissan Leaf with 15,922.

Under stringent fuel economy standards mandated by Corporate Average Fuel Economy (CAFE) requirements, automakers are feeling the pressure to add fuel-efficient vehicles to their lineups to ensure they meet CAFE mandates. Under CAFE, manufacturers will be required to attain a fleet average fuel economy of 54.5 mpg by 2025, which amounts to about low 40s on window stickers.

That Ford needs to more than update existing mid-pack models appears clear.

As it announced a 100-miles update for the Focus EV for 2017, cross-town rival General Motors will show this January its 200-mile range Chevy Bolt EV also due in 2017.

Other players such as Nissan and Tesla Motors have also pledged to bring their own 200-mile EVs to market in the coming years.

During the same press event, Ford officials stated that the company plans to expand EV offerings in other countries such as Taiwan, Korea, and China.

Also revealed is Ford will shift its product development process toward a customer-centric point of view, rather than the vehicle itself.

Ford us investing globally in social science-based research to enable it to better pinpoint how consumers interact with vehicles while gaining insights into cognitive, social, cultural, technological and economic nuances that affect product design.

Ford aims to double its use ethnographic-research based projects during 2016.

“The challenge going forward isn’t who provides the most technology in a vehicle but who best organizes that technology in a way that most excites and delights people,” said Raj Nair, executive vice president, Product Development. “By observing consumers, we can better understand which features and strengths users truly use and value and create even better experiences for them going forward.”

]]>http://www.hybridcars.com/ford-to-invest-4-5-billion-into-electrified-vehicle-development/feed/0Five Ways Regular Hybrids Beat Plug-in Hybridshttp://www.hybridcars.com/five-ways-regular-hybrids-beat-plug-in-hybrids/
http://www.hybridcars.com/five-ways-regular-hybrids-beat-plug-in-hybrids/#commentsMon, 06 Oct 2014 19:27:25 +0000http://www.hybridcars.com/?p=202090If you’ve read that plug-in hybrids are the new shining technological stars, and regular hybrids are no longer so special, that’s not quite fair. One could forgive mainstream journalists from saying so if on deadline and reaching for something pithy to say, and in any case, plug-in hybrid electric vehicles (PHEVs) are more prominent in […]

If you’ve read that plug-in hybrids are the new shining technological stars, and regular hybrids are no longer so special, that’s not quite fair.

One could forgive mainstream journalists from saying so if on deadline and reaching for something pithy to say, and in any case, plug-in hybrid electric vehicles (PHEVs) are more prominent in the public eye.

But as we’ve written before, both technologies have their pros and cons. As far as the trendiness award goes, absolutely, PHEVs are more novel, but as cars that must work for you, are there any ways in which hybrid vehicles have an advantage?

In qualified terms, yes, and this will call attention to some of those. Obviously PHEVs make a case too, most notably being they run like part-time EVs, but here are some things to consider about plain-old regular hybrids.

]]>http://www.hybridcars.com/five-ways-regular-hybrids-beat-plug-in-hybrids/feed/0Pros and Cons Between Hybrids and Plug-in Hybridshttp://www.hybridcars.com/pros-and-cons-between-hybrids-and-plug-in-hybrids/
http://www.hybridcars.com/pros-and-cons-between-hybrids-and-plug-in-hybrids/#commentsTue, 23 Sep 2014 18:51:55 +0000http://www.hybridcars.com/?p=195770Every vehicle involves compromises, and the one that meets your needs ideally has the least. For those of you wondering whether a hybrid electric vehicle (HEV) or plug-in hybrid electric vehicle (PHEV) would be a better choice, this will compile in one place a number of the more prominent pros and cons for each. It […]

]]>Every vehicle involves compromises, and the one that meets your needs ideally has the least.

For those of you wondering whether a hybrid electric vehicle (HEV) or plug-in hybrid electric vehicle (PHEV) would be a better choice, this will compile in one place a number of the more prominent pros and cons for each.

It does not advocate for any particular powertrain type, and assumes ultimately you must make your own decisions as to what is right for you.

Defining Terms

For our purposes we’ll compare plug-ins only to full hybrids as these use the gas engine, electric motor, or both as the system control computer sees fit.

Full hybrids are technologically closer than “mild” hybrids to plug-in hybrids, and most plug-in hybrids are essentially full hybrids with extra large lithium-ion battery assemblies that can be plugged in, thus the name.

The Prius Liftback accounts for triple the sales of the next nearest hybrid.

A distinction is seen with the Chevy Volt and Cadillac ELR “extended-range electric vehicles” (EREVs). These are technically PHEVs also, but the gas generator won’t kick on with full acceleration as with true PHEVs, and after battery depletion, the genset goes into charge sustaining mode.

All other PHEVs also emulate pure electric vehicles when charged but then morph back to the full hybrid system they’re based upon.

Price

Weighing in favor of regular hybrids is they cost less. Some, plug-ins like the Volt, have no regular hybrid corollary but PHEVs from Ford, Honda, and Toyota do. However, determining the surcharge for the plug-in option can be tricky as model-specific trim variances make it less than apples-to-apples.

An example would be Toyota’s Prius Liftback and Plug-in Hybrid. The Liftback’s trim level Three is close (not exact) to the base Prius PHEV’s content. Prices excluding destination fees are $25,765 for the hybrid, $32,000 for the PHEV. Disparities are also seen for Ford Fusion and Honda Accord HEV and PHEV models.

Honda is a case example of positioning its stellar-tech hybrids upscale, The PHEV pictured is around $40,000 and the regular hybrid begins at normally premium “EX” level and is positioned for households earning over $90,000.

Compounding pricing is automakers’ tendency to pack nice-to-very-nice content assortments. It’s been said the kinds of people springing for gas-saving, CO2-saving electrified vehicles also want above-average trimmings and will pay for them. Counter examples do exist, like the fairly plain Prius Liftback level Two, Prius c, and some others. The Lincoln MKZ is a real standout as Ford does not surcharge for the hybrid version.

In the plug-ins’ favor, however, are federal tax credits and potentially state incentives, whereas HEV credits ceased a few years ago. PHEV credits are dependent upon battery kilowatt-hours, with the Volt eligible for a full EV-sized $7,500, the two Ford Energis eligible for $4,007, and the Toyota PHEV eligible for $2,500, for example.

While the Volt has been panned as pricey, it now starts below $35,000, and with max federal benefit can be netted in Prius hybrid price territory but the Chevy’s back seat is more cramped and mpg in non-EV mode is only 37 mpg, not 50.

Leasing is also an option, especially with plug-ins. Special deals may be available and ability to return the car overcomes concerns about depreciation, long-term upkeep, and perceived obsolescence as battery tech improves.

Both hybrids and plug-in hybrids can be weighed by the usual criteria for assessing aspects like cargo space, utility, fun-to-dive factor, occupant capacity, and comfort. C-Max Hybrid shown.

Also, for Californians and possibly others, eligibility for solo HOV lane access is another perk to paying up for a plug-in. This incentive has since dried up for regular hybrids.

A complete cost-benefit analysis should weigh more info as available than just net selling price and fuel costs. Other factors to track down include estimated depreciation, insurance, financing, maintenance and repairs. Some of these we’ll touch on, but a sweeping analysis is beyond this article’s scope.

Choices

The U.S. hybrid market began in 2000, and there are over 30 full hybrids today, many of them second- and third-generation. This compares to seven PHEVs since 2011, all of them first generation, and three of them relatively exotic – Cadillac ELR, Porsche Panamera S E-Hybrid, and BMW i8.

Porsche Panamera S E-Hybrid.

Regular hybrids are less of a mystery to dealer service techs and independent repair shops. They also have a longer track record for resale value and have been improved from first efforts.

So how are plug-ins getting a leg up? Thus far, they have comprised relatively small but growing sales, and PHEVs do benefit from lessons learned from pre-existing hybrids.

And, all plug-ins knock it out of the park in fuel savings and environmental benefits, at least part time, and we’ll overview these aspects next.

Operational Costs

Both hybrids and plug-in hybrids run on gas and electricity, but the plug-ins run on cheaper electricity more often assuming charged battery. Their EPA estimated range – see fueleconomy.gov – is a key metric, as is their efficiency in “MPGe” or kwh/100 miles, and other ways the EPA lets you estimate.

Ford’s Fusion Energi is top of a line that includes conventional and regular full hybrid variants. In favor of HEVs is they are kind of techie, and PHEVs are more-so. Pure EV drive can give people a taste for silent, smooth torque that makes these like a gateway drug to going pure EV.

And here’s an infrequently mentioned fact: plug-ins’ “fuel” costs vary on two fronts – 1) gas prices at the pump (including whether it takes regular like a Prius, or premium like a Volt), and 2) electricity costs.

In contrast, hybrids generate their own limited supply of electricity and store it in their batteries so this is a fixed cost and gas prices are all you need to be concerned with.

For plug-ins, electricity can vary between free for certain public or employer-supplied charging, to essentially free for home solar installations amortized over years, or a market rate you pay your local utility.

A look at residential electricity rates by state for June 2014, the latest federal info available, shows a low of 8.78 cents per kilowatt-hour in Washington state, to a high of 38.66 cents per kwh in Hawaii. More common are rates varying between 10 cents to the upper teens in New England and 20.88 cents in New York.

Assessing a 2015 Fusion Energi which splits the difference with 19 miles e-range compared to a low of 11-plus for the Prius, and 38-plus for the Volt, the EPA says fuel costs for one driven 12,000 miles annually can vary widely.

If you are one of the few for whom electricity is free, and buy regular gas at the current average $3.41 per gallon, your fuel cost will be a paltry $439 annually. As electricity prices escalate – and assuming the same gas prices and mileage – the numbers tick upwards:

All conditions as above being equal, this is the annual fuel bill at 21 cents/kwh as estimated for New York.

EPA window stickers estimate costs based on national averages and actually gas prices also vary by state. Our examples above with equal gas prices were to show a point seldom made about electricity, but higher or lower gas prices will also play into varying operational costs.

Whether these differences matter to your budget, they are something to be aware of.

In any case, relying on electricity for your daily driving is cheaper even at higher utility rates. When a PHEV’s battery runs out, it resorts to regular hybrid mode – except for the Volt and ELR which begin charge sustaining. In the case of plug-in variants such as the Toyota Prius, EPA mileage is the same as the non-plug-in hybrid, whereas the Honda Accord drops by 1 mpg when stored grid energy is gone, and the Ford Fusion declines by 4 mpg.

Environmental Benefits

Electric operation produces zero emissions, and regular hybrids rarely are zero-emission vehicles. Their small batteries may allow a mile or so at lower speeds of pure electric drive, but they more often run with intermittent EV mode working with the gas engine.

At the other extreme is the Volt, which gets the highest 38 miles EPA rated e-range. Considering 75 percent of Americans drive within its e-range, it may run as a pure EV the majority of the time.

But remember, like Cinderella’s pumpkin, PHEVs do go back to less amazing modes of transport after a time. That is, they become no more efficient than regular hybrids, or mildly less, after stored electricity runs out.

You should compare your daily estimated range and the prospective PHEV’s estimated e-range but even if you exceed e-range, the PHEVs save extreme emissions and fuel while they are charged.

Convenience

Salesmen – and auto reviewers sometimes too – will tout whether a vehicle needs to plug in as though it’s a benefit or alternately a drawback. Actually, either could be true.

A regular hybrid need only fill up at the gas station. Toyota is famous for saying its hybrids are convenient because they require no new behaviors be learned and it has steered wide of plug-in EVs in favor of pending fuel cells which also “fill up” at the pump.

But PHEV – and EV – users get to plug their car in at night, nice and easy, assuming they have a garage or designated parking spot. And they may be able to plug in en route or at work to extend range and maximize those e-benefits.

In the Volt’s case, and even the 19-mile-range Energi siblings’ case or 11-mile Prius PHEV’s case, drivers may avoid the gas station. And, as electric vehicle advocate Tesla likes to observe, never having to stop at a gas station is a pure benefit.

Either way, plugging in can be spun as an extreme privilege or onerous depending on who’s selling what, but one way or the other you need to replenish the car.

Maintenance, Repair, Resale Value

“Yeah but, what about the battery” is a common objection the uninitiated express. To be sure, hybrids merge two powertrains, some have fared better or worse, but the track record is relatively good, and PHEVs ought to do as well.

Since as a type PHEVs have only been on sale for 2-3 years or so, a large case sample of high-mileage old PHEVs and their large li-ion battery packs does not exist, but automakers have taken precautions to baby them.

Otherwise, potential buyers would do well to cross-search reliability records, resale estimates, and check with insurance companies for rates to gauge potential backend expenses.

We suggested leasing as a conservative option, but exceptions do exist. The relatively scarce Honda Accord Hybrid was rated by Kelley Blue Book as the 2014 Best Plug-in Value. The Fusion Energi was second, followed by the Porsche Panamera S E-Hybrid.

Decisions

Our purpose here was just to jog your thought processes toward a more in-depth look.

Drilling down involves more than the usual considerations, and payback may be partly or wholly in operational costs, also in environmental benefits, and the neato experience these cars can individually provide.

Hybrid and plug-in hybrids do make sense for a growing number of people, the market is expanding, and deciding on what matters most for your situation can be worth the effort.

]]>http://www.hybridcars.com/pros-and-cons-between-hybrids-and-plug-in-hybrids/feed/0Americans Buy Their 250,000th Plug-In Carhttp://www.hybridcars.com/americans-buy-their-250000th-plug-in-car/
http://www.hybridcars.com/americans-buy-their-250000th-plug-in-car/#commentsTue, 09 Sep 2014 04:00:11 +0000http://www.hybridcars.com/?p=189538Last month was a good month for car sales in general, plug-in electrified vehicles (PEVs) in particular, and regarding this latter category, Americans bought their 250,000th. This count includes all road-going U.S. plug-in passenger car sales since 2008 when Tesla’s Roadster was launched, to the present. Early this year, excluding commercial vehicles, we chronicled just […]

]]>Last month was a good month for car sales in general, plug-in electrified vehicles (PEVs) in particular, and regarding this latter category, Americans bought their 250,000th.

This count includes all road-going U.S. plug-in passenger car sales since 2008 when Tesla’s Roadster was launched, to the present.

Early this year, excluding commercial vehicles, we chronicled just over 172,000 PEVs had been sold through December 2013, including 1,800 Roadsters, 1,600 Fisker Karmas, and 500 Mini Es.

As of the end of August, the U.S. market had spoken for another 78,609 plug-in cars comprised of 37,820 battery electric vehicles, and 40,789 plug-in hybrids.

That totals to 250,609, and now one week later, at about 12,000 PEVs per month, even if any counts had a small margin of error, or excluding the total of 3,900 Roadsters, Karmas and Mini Es, we’re still just over 250,000.

Last month also saw battery electric vehicles achieve their best-to-date single month of sales, at 6,483 units. August also witnessed the top-selling plug-in car, the Nissan Leaf, achieve its best all-time month with 3,186 units sold.

So what does the 250,000 PEV milestone mean? Objectively, it’s a solid one-quarter million cars sold in the U.S. that can run on electricity part time or full time.

It’s not really a lot of units since 2008 in a market that last year consumed 15.5 million vehicles, and year to date has bought 11.3 million, and it appears President Obama’s goal of 1 million PEVs on American roads by 2015 will be late.

This is happening in the face of inexpensive gasoline, and studies that show consumers yet have to catch on to the benefits of plug-in cars – let alone some who even now do not know the first thing about a Nissan Leaf, Chevy Volt, Tesla Model S, etc.

Plug-in electrified vehicles have not taken the world by storm, but that they have much room to go is evident. No one knows the future, although some people are willing to speak with certainty as though they do.

These include Honda’s follow-up to its pioneering FCX Clarity, and Toyota also intends to push its FCV sedan instead of throwing more weight into plug-ins. Already Hyundai is offering its Tucson FCV and Daimler and possibly others could come along in a few years also.

In favor of plug-in vehicles is they can take advantage of a readily available national electric grid, among other factors. They’ve been variously touted as a solution with far more potential than has yet been taken advantage of, and they now have a numerical head start to the tune of a quarter million and counting.

]]>http://www.hybridcars.com/americans-buy-their-250000th-plug-in-car/feed/0Hybrids Help Ford Grow Its Market Sharehttp://www.hybridcars.com/hybrids-help-ford-grow-its-market-share/
http://www.hybridcars.com/hybrids-help-ford-grow-its-market-share/#commentsWed, 24 Jul 2013 15:15:57 +0000http://www.hybridcars.com/?p=62189Ford Motor Company declared it set a record for hybrid sales in the second quarter of 2013, with sales of 24,217 vehicles – up 517 percent over last year and up 15 percent over the first quarter of 2013. Ford explained part of this success of the fact demand is growing in markets across the […]

]]>Ford Motor Company declared it set a record for hybrid sales in the second quarter of 2013, with sales of 24,217 vehicles – up 517 percent over last year and up 15 percent over the first quarter of 2013.

Ford explained part of this success of the fact demand is growing in markets across the United States and more Toyota and Honda customers trade in their vehicles for a Ford.

The company said it is Ford’s best-ever quarter for hybrid vehicle sales and the first time the company sold more than 24,000 hybrids in a quarter.

Ford’s share of the U.S. electrified vehicle market grew to nearly 16 percent in the first half of 2013 – a 12-point gain over last year.

Fueling the growth is, per Ford, increasing demand for C-MAX and Fusion hybrid vehicles in California and other new hybrid markets. For example, demand increased more than 1,000 percent in New York; Chicago saw an 840 percent gain; while hybrid sales rose almost 730 percent in Seattle and close to 500 percent in Washington, D.C.

Ford also lifted the veil on the fact more than 60 percent of U.S. customers are coming from non-Ford brands, with Toyota and Honda vehicles the top competitive trade-ins.

“Customers have come to expect fuel economy and leading technology with every new vehicle Ford delivers,” said Jim Farley, executive vice president, global marketing, sales and service and Lincoln. “Our newest hybrids are contributing to Ford’s growth and share gains, while bringing new customers into the showroom in nontraditional hybrid markets.”

Through June 2013, Ford sold more than 46,000 electrified vehicles. The company’s product lineup has led to Ford’s U.S. market share growing at a faster rate than competitors – gaining nearly a full percentage point through the first half of the year.

]]>http://www.hybridcars.com/hybrids-help-ford-grow-its-market-share/feed/0Ford’s Fusion Recycled Material Fabric Goes Globalhttp://www.hybridcars.com/fords-fusion-recycled-material-fabric-goes-global/
http://www.hybridcars.com/fords-fusion-recycled-material-fabric-goes-global/#commentsWed, 29 May 2013 12:09:30 +0000http://www.hybridcars.com/?p=59254The Ford Fusion is the first global vehicle program from any automaker to use seat fabric made from recycled material, with the potential to recycle enough plastic bottles and post-industrial waste to make 1.5 million yards of fabric annually. Ford said that’s equivalent to between 800,000 and 900,000 yards in North America when the Fusion […]

]]>The Ford Fusion is the first global vehicle program from any automaker to use seat fabric made from recycled material, with the potential to recycle enough plastic bottles and post-industrial waste to make 1.5 million yards of fabric annually.

Ford said that’s equivalent to between 800,000 and 900,000 yards in North America when the Fusion is in full production.

For Ford, the Fusion is the latest example of the Ford commitment to use recycled material whenever possible. In North America, for instance, Ford has increased use of recycled yarns from zero in 2007 to nearly 66 percent of vehicle programs for 2013.

“The fabric being used in the Fusion truly illustrates Ford’s commitment to sustainability, regardless of any geographical borders,” says Robert Brown, vice president, sustainability, environment and safety engineering. “Anytime we can connect our supply and suppliers with sustainability, we’re headed in the right direction on our commitment to help better the world.”

The global launch of the all-new Fusion (known as Mondeo in Europe and Asia Pacific) shows the goal is attainable and that Ford is all-in on an eco-conscious way of doing business.

“Ford’s use of sustainable fabrics is growing as the company continues adding global vehicle programs, implementing sustainable material standards on new vehicles, and identifying quality global recycled yarn suppliers,” said Carol Kordich, Ford lead designer of sustainable materials.

She says the idea is to one day have all Ford fabrics consist of recycled material.

Since the 2009 model year, any new seat fabric used in Ford vehicles must contain at least 25 percent recycled material.

“As new ideas and technologies emerge, processes evolve and volumes increase with other automakers following Ford’s lead, the costs of developing sustainable fabrics will likely drop,” said Kordich. “When that happens, Ford will likely consider requiring an even higher percentage of recycled material content in its fabric.”

Some of Ford’s most advanced vehicles – Focus Electric, Fusion Hybrid SE – already have fabrics with as much as 100 percent recycled content as Ford extends the eco-conscious aspects of such vehicles beyond their powertrains.

“Ford is definitely a leader and the only one in the automotive market to put a marker out there that we need to hit,” says Dan Russian, business manager at Sage Automotive Interiors, Ford’s largest fabric supplier in North America. “It was exciting to see Ford take a leadership position in the use of sustainable materials, which supported the efforts of our design and development teams.”

Russian says the Ford-driven changes had a hand in speeding up the supplier’s development plans to increase offerings containing recycled content – potentially making more fabrics derived from recycled material available to the entire automotive industry up to five years earlier than originally planned.

The 2008 Escape Hybrid was the first model to feature an entire seat made of fabric containing recycled yarn. High costs prevented aggressive development of recycled fabrics, according to Kordich, who joined Ford in 2000 and has a background in interior architectural design.

“Initially suppliers didn’t think we were serious when we told them in the late 2000s that our new corporate strategy required a minimum of 25 percent recycled content,” says Kordich. “But more and more suppliers started to increase their environmental R&D efforts.”

Kordich said that the first application of fabric in the Escape Hybrid showed that using recycled material in automotive fabrics was possible. At the same time, suppliers were challenged to develop new fabrics that used recycled content while still being able to meet Ford’s stringent quality tests and not passing along any increased cost to customers.

But with the Focus Electric and the global Fusion program in the design phase in the mid-2000s, Kordich wanted to expand Ford’s leadership in sustainable fabric development. She said she began working with suppliers to develop fabrics that went beyond using recycled yarns to encompass more sustainable manufacturing processes.

One of the companies is North Carolina-based Unifi, which had developed a yarn branded REPREVE made from post-industrial and post-consumer waste, such as clear, plastic water bottles.

Prior to working with Ford, REPREVE had been primarily used in the apparel and contract market segments.

“From my previous background I knew companies like Unifi and Sage were innovating products to further push the envelope in sustainable developments,” says Kordich. “Collaborating with companies that have the same mindset as Ford helped take us to the next level much faster.”

Still, high costs remained an issue. Kordich worked with Unifi and Sage on a plan: Unifi would provide REPREVE to Sage, which would use the yarn to make seat fabric and sell any waste (trimmings, bad dye lots, etc.) back to Unifi for reprocessing. Ford would also help collect clear, plastic water bottles and send them back to the REPREVE Recycling Center.

Kordich’s solution closed the waste loop, kept costs neutral, and gave Ford a competitive advantage by offering a product that supported its commitment to quality – and the environment.

REPREVE debuted on the 2011 Focus Electric.

Currently, the amount of recycled material in each vehicle varies depending on region.

In North America, 100 percent of the seat fabric in Fusion Hybrid contains recycled material. Where available, the Mondeo in Ford’s Asia Pacific and European regions has 43 percent recycled content.

]]>http://www.hybridcars.com/fords-fusion-recycled-material-fabric-goes-global/feed/0Ford’s Fusion Energi HOV-Approved In Californiahttp://www.hybridcars.com/fords-fusion-energi-hov-approved-in-california/
http://www.hybridcars.com/fords-fusion-energi-hov-approved-in-california/#commentsThu, 21 Feb 2013 21:48:55 +0000http://www.hybridcars.com/?p=54081Ford’s Fusion Energi plug-in hybrid has now been approved for use in California’s high-occupancy vehicle (HOV) lanes. As a reminder, to earn access to these faster moving carpool lanes, vehicles must qualify for tax rebates through California’s Clean Vehicle Rebate Project, which is overseen by the California Air Resources Board (CARB). A vehicle that qualifies […]

]]>Ford’s Fusion Energi plug-in hybrid has now been approved for use in California’s high-occupancy vehicle (HOV) lanes.

As a reminder, to earn access to these faster moving carpool lanes, vehicles must qualify for tax rebates through California’s Clean Vehicle Rebate Project, which is overseen by the California Air Resources Board (CARB). A vehicle that qualifies earns a special sticker that identifies it as having HOV privileges.

The Energi version of the Fusion is the third Ford vehicle to qualify for California’s special financial and driving incentives. The Focus Electric and C-MAX Energi plug-in hybrid are the two other Ford vehicles to qualify.

The tax rebate and carpool lane access program are designed to promote reduced greenhouse gas emissions and consumption of less gas.

“That Ford has the most 2013 vehicles eligible for HOV lane access in the largest electrified vehicle market in the U.S. underscores our success in truly offering power of choice, especially when it comes to electric and hybrid powertrains,” said C.J. O’Donnell, group marketing manager for Ford Electrification.

To qualify for the programs, a vehicle must be classified by CARB as a super ultra-low emission vehicle and be certified by the U.S. EPA to offer fuel economy of at least 45 mpg on the highway.

Ford said that the Fusion Energi not only meets CARB standards but also has an EPA-estimated fuel economy rating of 100 MPGe combined– 108 MPGe city and 92 MPGe highway – along with a total range of up to 620 miles on one tank of gas and one full charge; the Fusion Energi has an electric-only range of up to 21 miles.

In California, the Fusion Energi is the ninth Ford vehicle to qualify for carpool lane access through CARB since 1993.

“Fusion Energi is Ford’s most fuel-efficient sedan and offers a top electric-only speed of up to 85 mph,” said O’Donnell. “Californians clearly appreciate the environmental benefit, too, which is why we are seeing the state’s programs embrace Ford’s electrified lineup.”

Programs like California’s Clean Vehicle Rebate Project are growing in number to encourage the use of vehicles that produce fewer emissions and use less gas. They range from the $3,750 federal tax credit owners may receive for buying Fusion Energi to a program in Ferndale, Mich., where drivers of hybrids that get 30 mpg or better in the city are allowed to park for free at city parking meters.

Other states offering lane driving privileges for hybrid vehicle owners include Florida, Georgia, New Jersey, New York, Tennessee, Utah, Virginia and West Virginia.